Freight brake equipment



May 25 1926.

v c. c. FARMER FREIGHT BRAKE EQUIPMENT Filed May 27 al 2 o/vA/r 6 6 2 6 4 E \`.I|I.| III 4 5 W A m n 55 f. l, 46 i E a l n .,3 7 W MW 4 3 A o 6 7 D/ o 6 4 S@ MH/M. 7 A. f 8 /lf H 6 m f E 3U .2 W V 2 I 2 V FI l l I l n l 1 m of o I wl 2 am n. u. www C J mi lll Patented May 25, 1.926.

UNITED STATES 41,585,774 PATENT omer..

CLYDE C. FARMER, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO WESTINGHOUSE AIR BRAKE COMPANY, OF WILMERDING, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

FREIGHT BRAKE EQUIPMENT.

Application led May 27, 1925. Serial No. 33,152.

-This invention relates to fluid pressure brakes and more particularly to a brake equipment, which functions to control the rate of build up of brake cylinder pressure during an emergency application.

The principal object of my invention is to provide an improved. brake equipment havmg mea-ns for supplying an initial inshot of fluid under pressure to the brake cylinder of sufficient degree to move the brake cylinder piston dutwardly so as to bring the brake shoes up against the Wheels,

followed by a slow build up of brake cylinv der pressure during a timeinterval of suh'icient duration, to permit the brakes to be gradually applied throughout the train, so that while the brakes are applied throughout the train, the force of the brake application is not so heavy as to cause severe shocks, which would otherwise occur, due tol the running in of the slack. After the brake cylinder pressure has been gradually built up to a predetermined degree, a final inshot of fluid under pressure is supplied to the brake cylinder in order to provide the desired high degree of brake cylinder-pressure in an emergency application of the brakes.

In the accompanying drawing, the single figure is a diagrammatic sectional View of `a brake equipment embodying my invention.

As shown in the drawing, the equipment may comprise a brake cylinder 1, a service application valve device A, a quick action valve devicef B, an emergency application valve device C, an initial inshot valve device D, a cut off valve device E and a final inshotvalve device F.

The service application valve device A may comprise a casing, having a piston chamber 2 connected to the brake pipe 3 and containing a piston 4, a main slide valve 5 and an auxiliary slide valve 6 operable by the piston 4 and contained in a valve chamber 7, which is connected by a passage 8 to a servicereservoir 9 provided in the casing. Also provided in the casing is a quick service chamber 10.

The quick action valve device B ma comprise a casing having a piston cham er 11 containing a quick action piston 12 and a valve 14 operatively connected to piston 12 and contained in a valve chamber 13, which is open to the brake pipe 3. Also contained in the quick action valve device casing is a manually operated cut-out cock 15, which is adapted to control communication through the passages by which fluid under pressure is supplied to piston .chamber 11 and also to the service and emergency application valve devices A and C.

The emergency application valve device C may comprise a casing, having a piston chamber 16 connected to the brake pipe 3 and containing a piston 17, Which is adapted to operate a main slide valve 18 and an auxiliary slide valve 19 contained in a valve chamber-20, said valve chamber being connected by a passage 21 tothe quick action chamber 22. A spring pressed stop 23 is provided in the casing and functions to deiine service position of the piston 17.

The initial inshotl valve device D may comprise a valve piston 24 'subject on one side to the pressure of a coil spring 25 and on the other seated area of the opposite side to the pressure of fluid in the emergency reservoir 44 as supplied through passage 26. l

open to the brake cylinderl through passage and pipe 32.

, The inal inshot valve device F may comprise a valve piston 33 subject on one side to the pressure of a coil spring 34, on the outer seated area of the opposite side to the pressure of fluid in the emergency reservoir, as supplied through passage 26, and on the innerseated area to thel pressure of fluid i'n the brake cylinder 1 as supplied through pipe and passage 32 and passage 35.

In operation, fluid under pressure from the brake pipe 3 flows through passage 36, port 37 in cut-out cock 15, passage and pipe 38 to piston chamber 2 of the valve device A, forcing the piston 3 to its innermost position. From piston chamber 2 fluid flows through passage 39 to valve chamber 7, thence through passage 8.to the service reservoir 9, charging the same. Fluid from piston chamber 2 also flows through passage 39, past ball check valves l40 and 41, thence through passage 42,*pipe 43 and passage 26,

ball check valve 47 isters with a fluid from the piston to the emergency reservoir 44, charging the same.

Fluid from the brake pipe 3 is also supplied through passage 36, port 37 in cut-out cock 15, passage and pipe 45 to piston chamber 16 of the emergency valve device C, Where it acts to shift the piston 17 to its innermost position. Fluid from piston chamber 16 flows through passage 46 past to valve chamber 20, thence through passage 21 to quick action chamber 22, charging said chamber. Fluid from the emergency reservoir 44 is supplied through passage 26, to the outer 15 seated areas of the valve pistons 24 and 33 of Valve devices D and F respectively, and when piston 17 and slide valve 18 are in release position as shown in the drawing, through cavity 48 in said slide valve and `2o passage 49 to the spring side of valve pistons 24 and 30, also through said cavity and passage 50 to the spring side of valve piston 33. The pressure of fluid supplied as Just described, together with the pressure 2.5 exerted by their4 respective springs acts to seat the valve pistons 24, 30, and 33, and the seating of valvepiston 30 serves to unv seat the valve 27 so that valve chamber 28 is open to passage 32.

When it is desired to eli'ect a service application of the brakes, the pressure in the brake pipe 3, and consequently in, piston chamber 2 of valve device A, is reducedl in the usual manner. The reduction of pres- 35 sure in piston chamber 2 causes the plston 4 and consequently slide valves 5 and 6 to be shifted to service position. v

In this position of said slide valves the usual service port 51 is .uncovered and regassage 52 so as to supply fluid lfrom valve c amber 7 and the service reservoir 9 tothe brake cylinder 1 by Way of port 51, passage 52, and pipe 53.

With slide valve 5 in service position, chamber 2 and the brake pipe 3 is vented to the quick service chamber 10, by way of passage 54, past ball check 55, cavity 56 in slide valve 5 and passage 57, so as tol effect a local reduction .50 in brake pipe pressure and then quickly propagate the service action throughout the train;

The -reduction -of pressure in the brake pipe 3,l at a service rate, causes the piston 17, of the emergency valve device'C, to be sh1fted. outwardly until it engages the stop 23. The movement of the piston 17 shifts the slide valve 19 to a position soas to conneet the valve chamber 20 and consequently 60 quick action chamber 22 to atmosphere by Way of port 58 in slide valve 19, port 66""'in slide valvev 18 .and atmospheric exhaust port 61. When the pressure in the valve chamber 20 and quick action chamber 22 has been 05 reduced slightly below the` pressurevin the piston 17 Will shiftsaidpiston to its innermost position, with a consequent movement of slide valve 19 to release position, thereby preventing an emergency application of the brakes.

When an emergency application of the brakes is initiated by effecting a sudden reduction of pressure in the brake pipe 3 and consequently in piston chamber 2 of valve device A and piston chamber 16 of valve device C, the higher pressure in valve chambers 7 and 20, acting on the opposite side ofrespective pistons 4 and 17, will shift said pistons to emergency position.

The piston 17 in moving to emergency position shifts the 4slide valves 18 and 19 to a position in which the valve chamber 20, and consequently quick actionchamber 22, is connected to piston chamber 11 of the quick action valve device l5, by Way of port 62 in slide valve 18, passage and pipe 63, port 64 in cut-out cock 15, and passage 65. The fluid under pressure so supplied from the quick actionl chamber 22 acts to shift the piston 12 so as to unseat valve 14 and vent fluid from valve chamber 13 and the brake pipe 3 to atmosphere by Way of atmospheric exhaust port'66, thereby causing a uick serial venting of the brake pipe t iroughout the train.

l/Vith slide valve 8 in this position, the spring'side of each of the valve pistons 24 and 30 of valve devices D and E respectively, is connected to atmosphere by Way of passage 49, cavity 48 and atmospheric exhaust port 61. The spring side of valve piston 33 of valve device F is connected by a port 68 to valve chamber 20, which in this position ofl slide valve 18 is connected to quick action piston chamber 11 and thence to atmosphere by Way of port 62, passage and pipe'63, passage 69, and atmospheric exhaust port 66. i

The 'venting of fluid lfrom the spring side of valve piston 24 permits the pressure of fluid from the emergency reservoir acting on the outer seated area of the opposite side to unseat said valve piston and permit fluid from the emergency reservoir to flow to the brake cylinder by Way of passage 26 past unseated valve piston 24, passage 70 to valve chamber 28. past unseated valve 27, and through passage and ipe 32.

Fluid continues to 0W to the brake cylinder as just described so long asthe valve 27, which is controlled by valve piston 30, remains open. The valve piston 30, the inner seated area of which is exposed to the pressure of fluid in the brake cylinder through pipe and passage 32, remains seated, holding valve 27 open until. the pressure in the brake cylinder 1 becomes sufficient, such for example as ten pounds, to unseat said valve piston llO against the pressure exerted by spring 31. The unseating-of valve piston 30 acts to seat the,valve 27 and thereby prevent further flow of fluid from the emergency reservoir to the brake cylinder.

Since the piston l of the valve device A has moved to emergency position, as hereinbefore described, the slide valves 5 and 6 have also been shifted to emergency position/,so that fluid from the service reservoir 9 is supplied at a restricted rate to the brake cylinder by way ofthe uncovered passage 71, which is restricted at 72, passage 52 and pipe 53.

When fluid under pressure from the service reservoir, supplied as just described, has increased the pressure in the brake cylinder to a predetermined degree, such, for example, as twenty seven pounds, said pressure, which is supplied to the inner seated area of valve piston 33, by way of passage 35, will unseat the valve piston 33 and permit fluid from the emergency reservoir which, as hereinbefore described, is always present on the outer seated area of said valve piston', to flow past said unseated valve piston through passage 35 and ipe 32 to the brake cylinder 1, thereby supp ying a final inshot of Huid under pressure to the brake cylinder.

When it is desired to release the brakes, the brake pipe pressure is increased in the usual way, which consquently increases the pressure of fluid in piston chambers 2 and 16 of the valve devices A and C respectively, so that the pistons 4; and 17 of said valve devices are shifted to their innermost positions. The shifting of the pistons 4 and 17 to their innermost positions act to move the respective slide valves 5 and 6, and 18 and 19, to release position, in which the brake cylinder is connected to atmosphere, by way of pipe 53, passage 52', cavity 73 and passage 7 4.

The double cut-out cock 15 is provided so that when it is desired to cut out the brake apparatus on one car of a train it may be effected by turning said cut-out cock to closed position, in which communication from the brake pipe 3 to piston chamber 2 of valve device A and piston chamber 16 of valve device C is cut off'. The cut-out cock 15 also serves to cut olf communication through pipe and passage 63, so that if the pressure of fluid in piston chamber 16 should be reduced by leakage or otherwise, pausing the piston 17 and slide valve 18 to be shifted to emergency position, While the quick actionchamber 22 is still charged, fluid therefrom will not be supplied through pipe and passage 63 to quick action piston chamber 11, so as' to cause an unintended emergenc application of the brakes to be effected tirough the train.

An additional chamber 77 may be provided, adjacent to chamber I0, and having the wall intermediate the chambers provided .the custom to employ a higher standard brake pipe pressure than on a lightly loaded train, and with a loaded train it is desirable that the initial inshot be of greater extent than on a light train.

If the venting of fluid from the valve piston 30 is at such a rate that the movement.

thereof is practically instantaneous, the eX- tent of the initial inshot would be substantially the same, regardless of the brake pipe pressure carried on the train.

In order to ensure an initial inshot of greater pressure when a high brake pipe pressure is carried, the venting of fluid from the valve piston 30 is made gradual, by providing a restricted portion such as the choke 78, in the cavity 48, through which fluid is vented from the valve piston 30.

By this means, when high brake pipe pressure is carried, a slightly longer time is required to vent fluid from the valve piston 30 than when a lower brake pipe pressure is carried, with the result that the valve 27 remains open a slightly longer period and thus permits an inital inshot of greater pressure before the valve 27 is closed by operation of the valve piston 30.

The gradual venting of fluid from valve piston 30 is also of advantage in case an 100 emergency application is effected following a service application, since the delay in the operation of the valve piston 30 to effect the closure of valve 27 permits a certain amount of flow to the brake cylinder, even though the pressure built up in the brake cylinder in the service a plication should be equal to or exceed the rake cylinder pressure required to effect the operation of the valve piston 30.

Having now described my invention, what I claim.- as new and desire to secure by Letters Patent, is

1. In a fluid pressure brake, the combina` tion with a brake pipe and a brakecylinder, of valve means forJ controlling the supplyof fluid under pressure to the brake cylinder, an emergency valve device operated upon a sudden reduction in brake pipe pressure for operating said valve means, and a cut-olf valve device operated upon a predetermined increase in brake c linde'r pressure for closing communication t rough which said valve means supplies fluid to the brake cylinder. 1,25

2. In a uid pressure brake, the combination with a brake pipe and a brake cylinder, of a iuid pressure controlled valve meansfor su plying fluid under pressure to the brake cyhnder, andan emergency valve tion in brake pipe pressure for venting fluid tion in brake from s aid valve means.

3. In a, fluid pressure brake, the combination with a brake pipe and a brake cylinder, of. valve means for supplying fluid under pressure to the brake cylinder, a cutoff valve device. operated upon a predetermined increase in brake cylinder pressure for cutting off communication through Whichsaid yvalve means supplies fluid to the brake cylinder, and `an emergency valve device operated upon a sudden reduction in brake pipe pressure for venting fluid from one side of' said cut-oli valve device.

4. In a fluid pressure brake, the combination with a brake pipe and a brake cylinder,

of valve means for supplyi fluid under pressure to the brake cylin er, a cut-ofi' valve device operated upon a predeterminedv increase in brake pipe pressure for cutting off communication through which said valve means supplies fluid to the brake cylinder,

and an emergency valve device normally.

supplying fluid under pressure to one side of said cut-off valve device and said valve means andoperated upon a sudden reducpipe pressure for venting fluid Afrom said cut-ofl'l valve device and said valve means.

5. In a fluid pressure brake, the combination with a brake pipe and brakecylinder, of yvalve means for controlling the supply of fluid under pressure to the brake cylinder, a cut-oil1 valve device comprising a valve for controlling communication through which said valve means supplies fluid to the brake cylinder, a piston subject on one side to brake cylinder pressure for operating said valve, and an emergency valve device for normally maintainin fluid pressure on the opposite side of said piston and operated upon :a sudden Vreduction in brake pipe pressure for venting fluid from said piston.

6. In a fluid ressure brake, the combina tion with abra e pipe and brake cylinder, of valve means for controlling the supply of fluid-underpressure tothe brake cylinder, a cut-off valve device subject on one side to brake cylinder pressure for con- 1 trolling communication through which said valve means supplies fluidto the brake cylinder, and an emergency valve device operated upon a sudden reduction in brake pipe pressure for venting fluid from' said cut-ofl` valve device through a restricted port. ,i

7. In a fluid pressure brake, theV combination with a brake pipe, brake cylinder, and an emergency reservoir, of valve means for supplying fluid from said emergency reservoir-to the brake cylinder, a valve device for also supplying fluid from said reservoir to the brake cylinder upon a predetermined increase in brake cylinder pressure, and an emergency valve device operated upon a 'sudden reduction in brake pipe pressure for effecting the operation of said valve means.

8. In a fluid pressure Ibrake, the com? bination with a brake pipe, of a brake pipe vent valve device, an emergency valve device operated upon a reduction in brake pipe pressure for supplying' fluid under pressure to said vent valve device for operating same to effect a local reduction in brake pipe pressure, and a cut-out cock for controlling communication through Which fluid is supplied to said vent valve device.

9. In a fluid pressure brake, the combination with a brake pipe, of a lbrake pipe vent valve device, an emergency valve device operated upon a reduction in brake pipe pressure f'cr supplying fluid under pressure to said vent valve device for operating saine to effect a local reduction in brake pipe pressure, and a cut-out cock for controlling communication through which fluid is supplied to said vent valve device and communication from` the brake pipe to said einergency valve device.

10. In a fluid pressure brake, the combination With a valve device for controlling the brakes, of a main volume chamber associated with said valve device, an additional volume chamber separated from the main volume chamber by a partition and having an outer -wall provided with a threaded opening, and

a threaded plug normally having screvvthreaded engagement in an'opening in said partition and adapted to be transferred to the threaded opening in saidouter'wall to thereby confine the volumes of said chambers. l

lIn testimony whereof I have hereunto set my hand.

' CLYDE o. FARMER. 

